Road construction maintenance equipment with warning function

Abstract

The present application relates to the highway construction maintenance equipment with warning function, the present application effectively solves the problem that the effect of protecting the road surface layer of the road section to be maintained cannot be improved due to the passing vehicles when the road surface is maintained, and the problem that manual watering maintenance is needed during the maintenance process, the solution to the problem includes a bearing plate, a sliding frame, a roller, a damping assembly, a driving assembly, a water spraying assembly and the like, the device can adjust the warning mode for the passing vehicles according to the different conditions of day and night, at the same time, the watering maintenance of the concrete road surface layer of the maintenance road section can be automatically realized, on the other hand, the out-of-control vehicles about to intrude into the road maintenance area can be intercepted, so that the damage of the out-of-control vehicles to the road surface layer in the maintenance stage caused by rolling is avoided, and strong protection is provided for the safe and smooth progress of the road maintenance process.

Description

Technical Field

[0001] This invention relates to the field of road construction technology, and in particular to highway construction and maintenance equipment with warning functions. Background Technology

[0002] In urban roads, areas where concrete pavement develops ruts, cracks, and potholes due to long-term vehicle traffic require repair and repaving (usually a section of the road). After the concrete pavement is laid, to ensure the integrity, safety, and extended service life of the pavement, a protective material is laid on the surface of the freshly paved pavement. This material can be cotton pads, straw mats, moisture-retaining mats, or specialized pavement protection mats. Additionally, a certain amount of water needs to be sprayed onto the concrete pavement regularly to maintain a certain level of humidity. The use of cotton pads and straw mats prevents debris from entering the freshly paved pavement, while the moisture-retaining mats ensure that the newly paved pavement maintains appropriate humidity, allowing for sufficient cement hydration and improving the pavement's strength and durability. Current road maintenance equipment can only protect the road surface in areas far from the ends of the paved road. However, it cannot provide adequate protection for the areas at the ends of newly paved roads. Because the current maintenance equipment does not have a warning function, it is difficult for passing drivers to notice the road conditions ahead. The probability of such incidents increases, especially when traffic is heavy. When vehicles traveling on roads outside the maintenance area are about to enter the maintenance area, they will drive directly onto the newly paved road surface and run over the road surface layer that has not yet been fully cured (causing significant damage to the newly paved road surface layer). In addition, workers are required to regularly water the concrete road surface layer for maintenance, increasing labor costs. In view of this, this application provides highway construction and maintenance equipment with warning functions to solve the above problems. Summary of the Invention

[0003] This invention provides a highway construction and maintenance equipment with a warning function. On the one hand, the equipment can warn passing vehicles and automatically spray water to maintain the concrete pavement layer of the maintenance section. On the other hand, it can also intercept out-of-control vehicles that are about to enter the road maintenance area, thereby preventing out-of-control vehicles from crushing and damaging the pavement layer under maintenance. This provides a strong guarantee for the safe and smooth progress of the road maintenance process.

[0004] A highway construction and maintenance equipment with a warning function is characterized in that it includes a sliding frame that is slidably installed on one end of the road surface to be repaired and the sliding frame is equipped with a positioning component provided on the road surface. A bearing plate is rotatably installed on one side of the sliding frame and an abutment part that cooperates with the bearing plate is provided on the other side of the sliding frame. When the bearing plate and the abutment part abut against each other, the positioning component releases the positioning of the sliding frame. The support plate is provided with a number of rollers that are rotatably mounted thereon, and two warning areas are provided adjacent to each other on the outer wall of the rollers. One of the warning areas is provided with a reflective layer on its surface. The rollers are connected to a drive assembly located in the sliding frame, and the drive assembly drives the rollers to rotate so as to display different warning areas. The drive assembly is connected to a water spray assembly, and the water spray assembly is connected to a spray pipe arranged along the road surface extension direction. A photoresistor is slidably installed radially inside the roller and elastically connected thereto, and a light-shielding plate is provided inside the roller on both sides of the photoresistor. The sliding frame and the road surface sliding installation part are provided with damping components. The photoresistor is connected to the electrical circuits of the drive component and the damping component respectively. When the roller rotates rapidly, the photoresistor is connected to the damping component, and vice versa. The drive assembly and damping assembly are both connected to external photovoltaic modules. The roller is made of transparent material. The top of the support plate is connected to an energy storage assembly located on the upper end of the sliding frame.

[0005] The beneficial effects of the above technical solution are as follows: (1) The equipment in this solution can adjust the displayed warning area according to the different daytime and nighttime light conditions. It can achieve a good warning effect in different time periods, while taking certain protective measures for the warning area used for nighttime warning, so as to avoid damage to the reflective layer on the surface of the warning area caused by sun exposure during the day (affecting service life). (2) In this scheme, while adjusting the warning area set on the roller surface, a certain amount of water is sprayed on the road surface layer to be maintained. The adjustment time of the warning area coincides with the time period for spraying water required for road maintenance, thereby achieving the effect of automatically spraying water to maintain the concrete road surface layer and saving labor costs. (3) In this scheme, when the warning is ineffective, the equipment can intercept the out-of-control vehicle that is about to invade the road maintenance area. That is, by cooperating between several rollers set on the bearing plate, the wheels of the out-of-control vehicle are made to spin freely, thereby restricting its continued progress. (4) When the wheels of the out-of-control vehicle act on the roller and spin freely, the roller will be driven to rotate rapidly relative to the bearing plate. Through the photoresistor and the electrical circuit components installed in the roller, the frictional resistance between the sliding frame and the slide rail can be adjusted at intervals. While suppressing the sliding frame from sliding forward as much as possible, it also avoids the situation where the out-of-control vehicle breaks off from the sliding frame and falls onto the road surface layer that is in the maintenance period due to excessive frictional resistance. Attached Figure Description

[0006] Figure 1 This is a schematic diagram showing the positional relationship between the sliding frame and the bearing plate of the present invention; Figure 2 This is a schematic diagram of the internal structure of one side wall of the sliding frame of the present invention after cross-section. Figure 3 This is a schematic diagram of the structure of the sliding frame after one side wall of the present invention has been removed; Figure 4 This is a schematic diagram showing the installation relationship between the support plate and the roller in this invention; Figure 5 This is a schematic diagram of the BB cross-section structure of the present invention; Figure 6 This is a schematic diagram of the CC cross-section structure of the present invention; Figure 7 This is a schematic diagram showing the relationship between the bearing plate of the present invention and the wheel when the bearing plate is in a horizontal state; Figure 8 This is a schematic diagram showing the connection relationship between the air cylinder and the water tank in this invention; Figure 9 This is a schematic diagram showing the arrangement of the nozzle and the moisturizing pad in this invention; Figure 10 This is a schematic diagram illustrating the state of the present invention in specific use. Detailed Implementation

[0007] The foregoing and other technical contents, features and effects of the present invention are described in conjunction with the appendix below. Figures 1 to 10 As will be clearly shown in the detailed description of the embodiments, the structural contents mentioned in the following embodiments are all based on the accompanying drawings.

[0008] Example 1: After long-term use, urban roads often develop cracks, potholes, and ruts due to vehicle traffic (affecting traffic safety). These damaged sections need to be repaired and the road surface repaved. During repairs, a strategy of alternating maintenance on the sections to be repaired is usually followed. While one section of the road is being repaired, other sections are open for traffic. This way, even if some sections are under repair, the entire traffic network can still maintain a certain level of connectivity and traffic capacity. In addition, the alternating maintenance method can better avoid traffic congestion and chaos that may result from concentrated maintenance. After repairing a section of road and laying the concrete layer, it needs to be watered for curing. The curing of the concrete pavement layer generally needs to last for 2-4 weeks (or a specific 28-day curing requirement) to ensure that the pavement reaches the design flexural strength. During the curing period, protective pads (such as cotton pads, straw pads, or moisturizing pads) need to be covered on the concrete pavement layer, and water spraying is also required. These materials can effectively prevent debris from the external environment from penetrating the newly laid pavement. On the other hand, they can also achieve a certain moisturizing effect on the concrete pavement layer (to ensure that the cement is fully hydrated, improving the strength and durability of the pavement). In addition, the laying of the above materials can also provide sun protection and shade for the newly laid pavement, preventing the moisture in the pavement layer from evaporating too quickly after being exposed to the sun, which would lead to cracking and shrinkage, thereby reducing the impact of sunlight on the pavement. Current road maintenance equipment can only protect areas of the road surface far from both ends of the paved surface. However, it cannot effectively protect areas at the ends of newly paved surfaces. During heavy daytime traffic, drivers may easily miss the maintenance zones in their direction of travel, leading to direct intrusion and damage to the road surface. Therefore, this application provides a road construction and maintenance device with a warning function to address the above problems, as detailed below: like Figure 10 As shown, the warning device is installed at one end of the road maintenance section (facing the direction of travel for vehicles in that lane), allowing vehicles traveling in that lane to detour via the unmaintained lane on the other side. Specifically, as shown... Figure 1 As shown, a sliding frame 1 is slidably installed at the end of the maintenance section (the sliding frame 1 is set to slide only a predetermined distance within the maintenance section), and the sliding frame 1 is equipped with a positioning component located on the road surface of the maintenance section (to achieve positioning of the sliding frame 1). A bearing plate 2 is rotatably installed on one side of the sliding frame 1 (which is L-shaped) (the bottom of the bearing plate 2 and the bottom of the sliding frame 1 are rotatably installed), and the bearing plate 2 is connected to an energy storage component located at the upper end of the sliding frame 1. A contact part 3 is provided at the bottom of the other side of the sliding frame 1. In this scheme, the positioning component only releases the positioning of the sliding frame 1 when the bearing plate 2 rotates relative to the sliding frame 1 and one side wall of the bearing plate abuts against the contact part 3 (so that the sliding frame 1 can slide freely relative to the road surface). Several rollers 4 (such as rollers 4) are rotatably mounted on the bearing plate 2 at intervals. Figure 6As shown, an arc-shaped cavity is provided in the bearing plate 2 to rotate and contact with the roller 4 (the arc-shaped cavity is not labeled in the figure). The roller 4 is connected to a drive assembly located in the bearing plate 2 (the drive assembly drives the roller 4 to rotate, thereby displaying different warning areas 5). The drive assembly is connected to a water spraying assembly, and the water spraying assembly is connected to several spray pipes 27 arranged along the road surface extension direction. The action of the drive assembly drives the water spraying assembly to spray water onto the concrete pavement layer through the spray pipes 27 for water curing. Two warning zones 5 (warning zone 5a and warning zone 5b, respectively) are provided adjacent to each other on the outer wall of the roller 4, and warning signs are provided in both warning zones 5. A reflective layer is provided on the surface of warning zone 5a. The reflective layer is designed to provide a better warning effect at night. When vehicle headlights shine on the reflective layer of warning zone 5a, the reflective layer has special reflective properties and can reflect the incident light back, thus presenting a bright effect. Warning zone 5b is set up to replace warning zone 5a to provide warnings during the day. This is because when the sunlight is strong during the day, the reflective layer on the surface of warning zone 5a will age or deform if it is exposed to sunlight for a long time, affecting its reflective performance (the sun's ultraviolet rays will also damage the reflective layer, weakening the reflective effect) and affecting its service life. like Figure 6 As shown, a photoresistor 7 is slidably mounted radially inside a roller 4 (the roller 4 is made of transparent material, allowing external light to penetrate its interior). The photoresistor 7 is elastically connected to the roller 4 (the sliding mounting portion of the photoresistor 7 is insulated from the roller 4). Light-shielding plates 37 are located inside the roller 4 on either side of the photoresistor 7. When the roller 4 is stationary or rotating slowly, the photoresistor 7 is located in the outer region of the two light-shielding plates 37 (not covered by the two light-shielding plates 37 and receiving more light). When the roller 4 rotates rapidly, the photoresistor 7, under the influence of centrifugal force, moves away from the center of the roller 4, thus moving into the inner region enclosed by the two light-shielding plates 37 (i.e., from the center of the roller 4). Figure 6 The middle position becomes Figure 7 In the middle position, under the blockage of the two light-shielding plates 37, the intensity of light shining on the photoresistor 7 is greatly reduced, and the resistance of the photoresistor 7 changes synchronously with the change of light intensity (the resistance of the photoresistor 7 decreases as the light intensity increases and increases as the light intensity decreases. When the light intensity changes, the resistance of the photoresistor 7 will quickly adjust accordingly. The response time of the photoresistor 7 is very short, and its resistance change response time is usually in the range of 2-50ms). A damping component is provided at the sliding contact point between the sliding frame 1 and the road surface. This damping component adjusts the frictional resistance experienced by the sliding frame 1 during its sliding relative to the road surface. A photoresistor 7, located inside the roller 4, is connected to the electrical circuits of both the drive component and the damping component. When the roller 4 rotates rapidly, the electrical circuit of the photoresistor 7 and the damping component is connected (but not to the drive component's electrical circuit). When the roller 4 rotates at a slower speed or is stationary, the electrical circuit of the photoresistor 7 and the drive component is connected (but not to the damping component's electrical circuit). Both the drive component and the damping component are connected to external photovoltaic modules (the photovoltaic modules are solar panels connected to a battery via a charging controller; they can be placed near the roadside of the sliding frame 1 and connected to the electrical circuits of the drive component and the damping component via wires. Placing the photovoltaic modules near the roadside instead of on the sliding frame 1 avoids damage to the support plate 2 in case of a vehicle losing control and impacting it, thus preventing unnecessary losses). Note: The support plate 2 in this solution is made of opaque material. The specific implementation process in this embodiment is as follows: In the initial state, the support plate 2 is in the following position under the action of the energy storage component: Figure 1 The state shown is such that the warning area 5b on the surface of several rollers 4 is in the displayed state (at this time, the warning area 5a is in the state shown). Figure 6 As shown in the diagram, because the support plate 2 is made of an opaque material, the reflective layer covering the surface of the warning area 5a is protected from sunlight, thus improving its service life. This is used to achieve a warning effect for passing vehicles. Figure 6 As shown, at this time, the photoresistor 7 is outside the area enclosed by the two light-shielding plates 37 (at this time, the electrical circuit of the photoresistor 7 and the drive component is connected). External sunlight shines on the photoresistor 7 through the warning area 5b, causing the resistance of the photoresistor 7 to be in a state of sunlight exposure (at this time, the resistance of the photoresistor 7 remains at a relatively low level, and the current in the drive component's electrical circuit is relatively large, keeping the roller 4 in its current state, i.e., displaying the warning area 5b). When evening arrives, the external sunlight weakens to a very low level, thus weakening the light shining on the photoresistor 7. At this time, the resistance of the photoresistor 7 increases significantly compared to the daytime (at this time, the current in the drive component's electrical circuit is relatively small). Due to the decrease in the current in the drive component's electrical circuit, the roller 4 is driven to move along... Figure 6 The device rotates counterclockwise, causing the warning area 5a to gradually emerge from within the support plate 2. As night falls, the photoresistor 7 is no longer illuminated, causing its resistance to increase further. This continues until, under the action of the drive assembly, the warning area 5a rotates from its initial position within the support plate 2 to its exposed position (the original location of warning b). Because the surface of the warning area 5a is covered with a reflective layer, it provides a good warning effect for passing vehicles at night (e.g., ...). Figure 6 As shown in the right-hand view), the process described above is synchronized with the following: the drive component synchronously drives the water spraying component to spray a certain amount of water onto the concrete pavement layer through the spray pipe, in order to achieve the curing of the concrete pavement layer (in the hot summer, water spraying curing of concrete pavement is generally carried out in the morning and evening to avoid the high temperature caused by direct sunlight at noon, which would cause the water to evaporate rapidly and thus affect the molding of the concrete, the hardness of the concrete surface, and the quality and strength of the concrete). As morning arrives, the sunlight gradually intensifies, allowing it to pass through the transparent roller 4 and illuminate the photoresistor 7. This causes the photoresistor's resistance to gradually decrease, while the current in the drive component's electrical circuit gradually increases. At this point, the drive component begins to move the roller 4 along... Figure 6 The roller 4 rotates clockwise, causing the warning area 5a to gradually retract from its exposed state back into the support plate 2. As the sunlight intensifies, the drive assembly rotates the roller 4, causing the warning area 5a to completely retract into the support plate 2, thus revealing the warning area 5b again (as shown in the image). Figure 6 As shown in the left side of the diagram, warning zone 5b is used to warn passing vehicles when the sunlight is strong during the day, while warning zone 5a is retracted into the bearing plate 2 and protected from the sun (to improve its service life). When night falls, the subsequent operation process is the same as above, which will not be described in detail here. Simultaneously with the above process, the drive component drives the water spray component to operate and spray a certain amount of water onto the concrete pavement layer through the spray pipe to achieve the maintenance of the concrete pavement layer. When an out-of-control vehicle travels towards the road maintenance section and crashes into the load-bearing plate 2 (in areas with heavy traffic, drivers are inevitably distracted, and when their vision deviates from the road ahead, their vehicle will inevitably crash into the load-bearing plate 2 and intrude into the maintenance section), the load-bearing plate 2 will rotate relative to the sliding frame 1 under the impact (the sliding frame 1 cannot move at this time due to the positioning component), such as Figure 3 As shown, as the bearing plate 2 rotates relative to the sliding frame 1, it continuously stores energy in the energy storage component located at the top of the sliding frame 1. Since forces are reciprocal, the energy storage component also applies a certain degree of resistance to the bearing plate 2 (to buffer the impact of the out-of-control vehicle), until the bearing plate 2 changes from its original vertical state to a horizontal state under the impact of the vehicle (at which point the sidewall of the bearing plate 2 abuts against the contact part 3). Figure 3As shown in the right-hand view, the vehicle body, under its inertial tendency, rushes up to the upper surface of the bearing plate 2. Since the positioning component releases the positioning of the sliding frame 1 (allowing the sliding frame 1 to slide freely relative to the road surface), the sliding frame 1, under the action of the vehicle's inertial energy, slides forward along the road surface with the out-of-control vehicle, thus preventing the out-of-control vehicle from directly running over the concrete pavement layer of the maintenance section (such as...). Figure 3 As shown, when the bearing plate 2 abuts against the contact part 3, the lower part of several rollers 4 is a certain distance away from the concrete pavement layer. When an out-of-control vehicle or the sliding frame 1 slides along the road surface, it will not cause crushing damage to the concrete pavement layer. When a vehicle collides with the support plate 2, the drive assembly automatically disconnects the power transmission from the roller 4 (allowing the roller 4 to rotate freely relative to the support plate 2). At this time, the wheels of the out-of-control vehicle act on the roller 4, causing it to rotate rapidly. Figure 7 As shown, the roller 4 and the wheel work together to make the wheels of the out-of-control vehicle spin freely, which can prevent it from rushing out of the bearing plate 2 and falling onto the concrete pavement layer under a large kinetic energy. This allows the out-of-control vehicle to stay on the sliding frame 1 as much as possible. Under the action of the vehicle's kinetic energy, the sliding frame 1 gradually consumes the kinetic energy of the out-of-control vehicle as it slides along the road. When the kinetic energy is consumed, the out-of-control vehicle is on the bearing plate 2 and the sliding frame 1 has slid a certain distance relative to its initial position. At the same time, the roller 4, which works in conjunction with the wheel, causes the photoresistor 7, which is slidably mounted radially along the roller 4, to be moved away from the center of the roller 4 by centrifugal force during its rapid rotation, and then move into the area enclosed by the two light-shielding plates 37 (such as...). Figure 7 (As shown) and at this time the electrical circuit of the photoresistor 7 and the damping component is connected. As the roller 4 rotates rapidly, when the position of the photoresistor 7 rotates to Figure 7When the photoresistor 7 is within the arc-shaped region corresponding to region d (and the arc-shaped region opposite to d), because the bearing plate 2 is made of opaque material and the photoresistor 7 is located inside the area enclosed by the two light-shielding plates 37 (the intensity of sunlight irradiation on the photoresistor 7 is very low), the resistance of the photoresistor 7 is relatively high. When the photoresistor 7 rotates from region d to region c (or to the position opposite to region c), because the roller 4 is made of transparent material, external sunlight passes through the roller 4 and directly irradiates the photoresistor 7, causing the resistance of the photoresistor 7 to be relatively low. In short, as the roller 4 rotates rapidly, the resistance of the photoresistor 7 will fluctuate in stages (i.e., it will show alternating large and small intervals), thereby affecting the resistance of the damping component. The current in the circuit exhibits an alternating pattern of large and small intervals, which in turn causes the resistance applied to the sliding frame 1 by the damping component to also exhibit an alternating pattern of large and small intervals. This is because when an out-of-control vehicle crashes onto the bearing plate 2 and, under the action of its own kinetic energy, drives the sliding frame 1 to slide along the road surface, if the damping component applies a large damping force to the sliding frame 1 (resisting the sliding frame 1 to continue sliding forward), due to the large kinetic energy of the out-of-control vehicle, coupled with the large resistance of the sliding frame 1 moving forward, the energy carried by the out-of-control vehicle cannot be released in a timely and effective manner. This can easily lead to the wheels of the out-of-control vehicle breaking free from between the two adjacent rollers 4 and falling from the bearing plate 2 onto the concrete pavement layer (causing crush damage to the concrete pavement layer). In this design, the current in the damping component's electrical circuit alternates between large and small intervals, thus achieving an alternating fluctuation in the damping force applied to the sliding frame 1. That is, the damping force applied to the sliding frame 1 by the damping component fluctuates between large and small intervals. When the damping force applied by the damping component is large (at which point the sliding frame 1 experiences greater resistance to forward movement), the kinetic energy of the out-of-control vehicle can be rapidly dissipated. However, if the out-of-control vehicle has excessive kinetic energy and the resistance to movement of the sliding frame 1 is too great (resulting in the out-of-control vehicle's energy not being released in time), and it is about to break free from the support plate 2, the damping component reduces the damping force applied to the sliding frame 1 (causing the sliding frame 1 to move forward). If the dynamic resistance is small, the kinetic energy of the out-of-control vehicle can more easily drive the sliding frame 1 to move forward synchronously, thus preventing the out-of-control vehicle from breaking off from the bearing plate 2. In this way, by adjusting the damping force applied by the damping component at intervals, the kinetic energy of the out-of-control vehicle can be consumed by applying a certain damping force to the sliding frame 1, and the situation where the wheels of the out-of-control vehicle break off from the two adjacent rollers 4 due to the large damping force applied can be avoided, and the vehicle will eventually fall off the bearing plate 2 onto the concrete pavement layer. This ensures that the out-of-control vehicle is stopped in the shortest possible time, thus preventing the out-of-control vehicle from breaking off from the bearing plate 2 and causing crush damage to the concrete pavement layer. In this embodiment, the frequency of the alternating current intervals changes accordingly with the wheel speed of the out-of-control vehicle. The higher the wheel speed (the greater the vehicle's kinetic energy), the more frequently the current is adjusted (meaning the damping force applied to the sliding frame 1 by the damping component is adjusted more frequently). This allows the damping force applied to the sliding frame 1 to be reduced in time when the vehicle is about to break free from the support plate 2 (making it easier for the sliding frame 1 to slide relative to the road surface, thus allowing the energy of the out-of-control vehicle to be released in time). This prevents the vehicle from breaking free from the adjacent rollers 4 due to excessive kinetic energy. As the energy of the out-of-control vehicle is further consumed, the damping force applied to the sliding frame 1 increases with the alternating adjustment of the damping force interval, which further consumes the energy of the out-of-control vehicle. By repeating the above process, the out-of-control vehicle and the sliding frame 1 can be made to slide as short a distance as possible and stop while preventing the out-of-control vehicle from breaking free from the support plate 2 (to avoid more unexpected and uncontrollable situations during subsequent sliding).

[0009] Example 2, based on Example 1, such as Figure 3 As shown, the drive assembly includes a drive ring 8 disposed within the support plate 2 and spaced coaxially with the roller 4. A first torsion spring 9 is connected to the side of the drive ring 8 away from the roller 4, and the other end of the first torsion spring 9 is connected to the support plate 2. A connecting assembly is provided on the side of the drive ring 8 facing the roller 4. By controlling the connecting assembly, the connection and disconnection between the drive ring 8 and the roller 4 can be realized. The drive ring 8 is connected to a power assembly disposed within the support plate 2. In specific implementation of this embodiment, the process is as follows: In this scheme, the adjustment of warning areas 5a and 5b on the surface of roller 4 occurs in the morning and evening. In the morning, warning area 5a is contracted (and warning area 5b is displayed). In the evening, warning area 5b is contracted (and warning area 5a is displayed). In the morning, as the sunlight gradually intensifies, the resistance of the photoresistor 7 gradually decreases due to the sunlight (the current in the drive component's electrical circuit increases), and the torsional force applied to the drive ring 8 by the power component also gradually increases. This causes the drive ring 8 to overcome the elastic force of the first torsion spring 9 and drive the roller 4 to rotate, thereby retracting the warning area 5a into the support plate 2 and displaying the warning area 5b (during this process, the first torsion spring 9 stores energy). As the sunlight gradually weakens in the evening, the intensity of sunlight on the photoresistor 7 gradually decreases, and its resistance gradually increases (the current in the drive component circuit decreases). This causes the torsional force applied to the drive ring 8 by the power component to gradually decrease. Under the action of the first torsion spring 9, the drive ring 8 drives the roller 4 to rotate in the opposite direction, thereby shrinking the warning area 5b into the support plate 2 and revealing the warning area 5a. By repeating the above process, the warning zone 5 can be adjusted to prevent the reflective layer on the surface of the warning zone 5a from being affected by sunlight and thus its nighttime warning effect.

[0010] Example 3, based on Example 2, provides a specific structure for a power component, such as... Figure 4 As shown, a sliding cavity 10 is provided inside the bearing plate 2, and a valve plate 11 slides within the sliding cavity 10, such as... Figure 5 As shown, the valve plate 11 facing the drive ring 8 is connected to the drive ring 8 via a connecting rod assembly (the connecting rod assembly is a connecting rod 6 rotatably mounted to the valve plate 11, and the other end of the connecting rod 6 is eccentrically rotatably mounted to the wall of the drive ring 8). The drive assembly electrical circuit includes a first electromagnet 12 disposed in the sliding cavity 10, such as... Figure 6 As shown, the first electromagnet 12 is electrically connected to a first contact 13 located inside the roller 4 (when the roller 4 is stationary or rotating slowly, the photoresistor 7 abuts against the first contact 13 and is electrically connected to it, so that the drive component electrical circuit is in the connected state (this electrical circuit is powered by an external photovoltaic module), and the first contact 13 is fixedly installed inside the roller 4 by an insulating component). A first permanent magnet 14 is provided on the side of the valve plate 11 facing the first electromagnet 12 (it is set that the magnetic field force generated by the first electromagnet 12 when energized and the magnetic force between the first permanent magnet 14 repel each other). A stop block 15 is provided in the sliding cavity 10 and at both ends of the valve plate 11. In the specific implementation of this embodiment, the process is as follows: When morning arrives (at this time, warning area 5a is displayed, such as...), Figure 6 (Right-side view) At this time, the sunlight gradually intensifies, and the greater the intensity of the light passing through the transparent roller 4 and shining on the photoresistor 7, the greater the resistance of the photoresistor 7 gradually decreases. Consequently, the current flowing through the first electromagnet 12 gradually increases, and the magnetic repulsion force between the first electromagnet 12 and the first permanent magnet 14 gradually increases. This forces the valve plate 11 to move away from the first electromagnet 12 under the action of the magnetic repulsion force. This, in turn, drives the drive ring 8 to rotate via the connecting rod 6, thereby synchronously driving the roller 4 to rotate via the connecting assembly (during this process, the first torsion spring 9 connected to the drive ring 8 stores energy). This causes the valve plate 11 to move to abut against the stop block 15 near one end of the drive ring 8 (at this point, the warning area 5a is retracted and the warning area 5b is displayed, as shown in the image). Figure 6 (As shown in the left side of the middle figure), the valve plate 11 can no longer move (even if the sunlight continues to increase and the magnetic repulsion between the first electromagnet 12 and the first permanent magnet 14 continues to increase, it will not continue to move; the stop block 15 is set to limit the rotation angle of the roller 4). As evening approaches, the sunlight gradually weakens, resulting in weaker light intensity passing through the transparent roller 4 and illuminating the photoresistor 7. This causes the resistance of the photoresistor 7 to gradually increase, and the current flowing through the first electromagnet 12 to gradually decrease. Consequently, the magnetic repulsion between the first electromagnet 12 and the first permanent magnet 14 gradually decreases. Since the first torsion spring 9 stores a certain amount of energy at this time, it forces the drive ring 8 to rotate in the opposite direction and, through the action of the connecting rod 6, moves the valve plate 11 away from the drive ring 8. This causes the valve plate 11 to abut against the stop block 15 near the end of the first electromagnet 12 (at this time, the warning area 5a is just displayed, as shown). Figure 6 (Right-side view) Repeat the above process until the next morning to adjust the position of warning zone 5.

[0011] Example 4, based on Example 1, provides a specific structure for an energy storage component, such as... Figure 1 As shown, a blocking roller 16 is rotatably mounted on the top of the sliding frame 1, and a blocking net 17 is wound around the blocking roller 16. A second torsion spring (not shown in the figure) is provided at the rotatable engagement part between the blocking roller 16 and the top of the sliding frame 1. One end of the blocking net 17 extends from the blocking roller 16 and is fixedly connected to the top of the support plate 2 (e.g., Figure 3 As shown), when a vehicle impacts the support plate 2 and forces it to rotate relative to the sliding frame 1, the rotation of the support plate 2 continuously releases the barrier net 17 wrapped around the barrier roller 16, as... Figure 3 As shown in the right-hand view, when the support plate 2 abuts against the abutment part 3, the barrier net 17 wound around the barrier roller 16 is just fully released, as... Figure 1 As shown, two arc-shaped frames (not labeled) are provided on the side of the sliding frame 1 facing away from the oncoming vehicle direction. When the bearing plate 2 rotates relative to the sliding frame 1 and releases the barrier net 17, the two ends of the barrier net 17 overlap the two arc-shaped frames, thereby placing the released barrier net 17 in a position as shown in the figure. Figure 3 As shown in the right-hand view, since the barrier net 17 is completely released from the barrier roller 16, the barrier roller 16 can no longer rotate. Thus, the combination of the barrier net 17 and the bearing plate 2 can further improve the effect of blocking out-of-control vehicles (to prevent them from rushing out of the bearing plate 2 and falling onto the concrete pavement). Note: The barrier net 17 in this solution is made of high-strength nylon material, which has excellent strength and durability and can effectively absorb the impact energy when a vehicle impacts. At the same time, as the barrier roller 16 rotates and releases the barrier net 17, the second torsion spring continuously stores energy. This process can also be used to buffer the impact energy of the vehicle.

[0012] Example 5, based on Example 1, such as Figure 1As shown, a slide rail 18 is provided on the road surface to slide and engage with the sliding frame 1 (the slide rail 18 is distributed on both sides of the concrete pavement layer to be cured). The length of the slide rail 18 does not need to be very long, just enough to meet the maximum distance that the sliding frame 1 can slide when an out-of-control vehicle hits the bearing plate 2 and drives it. In this embodiment, the slide rail 18 can be directly excavated in the roadbed, or the track groove can be directly fixed and installed on the road surface. In short, it is enough to enable the sliding frame 1 to slide along the road section to be cured. like Figure 2 As shown, the damping assembly includes a magnetically conductive element 19 (a material easily attracted by a magnet, such as an iron sheet) located at the bottom of the slide rail 18. The magnetically conductive element 19 is arranged along the length of the slide rail 18. Several second electromagnets 20 are provided at the bottom of the sliding frame 1 and near the slide rail 18. A second contact 21 is provided inside the roller 4 (the connection between the second contact 21 and the roller 4 is insulated), and the second contact 21 is electrically connected to the second electromagnets 20. In this embodiment, the process is as follows: As the out-of-control vehicle crashes onto the support plate 2 and drives the sliding frame 1 to slide along the slide rail 18, the two rollers 4 that are coupled with it rotate rapidly under the action of the out-of-control vehicle's wheels (e.g., Figure 7 As shown, with the rapid rotation of roller 4, the photoresistor 7 is subjected to a large centrifugal force and moves from the outside of the area enclosed by the two light-shielding plates 37 to the inside of the enclosed area (from...). Figure 6 Location transferred to Figure 7 The position of the roller 4 is such that the photoresistor 7 is connected to the second contact 21 and disconnected from the first contact 13 (the drive component circuit is in an open state), while the damping component circuit is in an on state. As the roller 4 rotates rapidly, when the photoresistor 7 rotates to the arc-shaped area corresponding to d (and is in the opposite position of that area), the intensity of sunlight irradiation on the photoresistor 7 decreases (its resistance increases), and when the photoresistor 7 rotates to the arc-shaped area corresponding to c (and is in the opposite position of that area), the intensity of sunlight irradiation on the photoresistor 7 increases (its resistance decreases). Thus, as the roller 4 rotates rapidly, the current in the damping component circuit is continuously and alternately adjusted at intervals (the adjustment frequency increases as the speed of the out-of-control vehicle wheels increases). The alternating adjustment of the current in the electrical circuit causes the alternating adjustment of the electromagnetic force generated by the second electromagnet 20, which in turn causes the alternating adjustment of the magnetic attraction between the second electromagnet 20 and the magnetic conductor 19 located at the bottom of the slide rail 18. Note: The greater the electromagnetic force of the second electromagnet 20, the greater the magnetic attraction between it and the magnetic conductor 19, which causes the sliding friction resistance between the sliding frame 1 and the slide rail 18 to be greater (with the friction coefficient remaining constant, the greater the pressure, the greater the friction resistance), and vice versa. This achieves the effect of alternating adjustment of the damping force applied to the sliding frame 1. In addition, in this scheme, a central gear 35 is rotatably installed in the bearing plate 2 between two adjacent rollers 4, and a central gear system 36 is provided at the mating position of the two adjacent rollers 4 and the central gear 35, thereby connecting several rollers 4. When the out-of-control vehicle crashes onto the bearing plate 2 and the wheels of the out-of-control vehicle act on two adjacent rollers 4, the remaining rollers 4 will also rotate synchronously. The rotation of more rollers 4 means that more energy needs to be consumed, which helps to further consume the energy of the out-of-control vehicle and weaken its kinetic energy. In this scheme, the same number of second electromagnets 20 as rollers 4 are set, and each electromagnet is connected to the second contact 21 and photoresistor 7 in the corresponding roller 4 (the second contact 21, second electromagnet 20 and photoresistor 7 corresponding to each roller 4 constitute a set of adjustment units). When all rollers 4 rotate synchronously, the frictional resistance between the sliding frame 1 and the slide rail 18 (the damping force of the sliding frame 1 when sliding relative to the slide rail 18) can be adjusted by multiple adjustment units. It is worth noting that the photoresistor 7 in this design should be placed in a position that is not easily blocked by the vehicle body (such as placing it at the edge of the roller 4, so that when the vehicle hits the support plate 2, the photoresistor 7 will not be blocked by the vehicle body and thus affect the light exposure), and the sunlight should be blocked (when the photoresistor 7 rotates with the roller 4 to...). Figure 7 In region c, due to the obstruction of the vehicle body, the intensity of sunlight shining on the photoresistor 7 is not very high, resulting in a small range of resistance change of the photoresistor 7, which in turn weakens the range of adjustment of the alternating damping force applied to the damping component. In addition, the warning devices in this plan prevent out-of-control vehicles from stopping in two ways: 1. When it occurs during the day: At this time, the sunlight is relatively strong. As the photoresistor 7 inside the roller 4 rotates with the roller 4, it rotates between region c (and the region on its opposite side) and region d (and the region on its opposite side). The intensity of the light shining on its surface fluctuates greatly, which in turn causes its resistance value to fluctuate significantly. This achieves the following: while consuming the inertial energy of the out-of-control vehicle as quickly as possible, it also avoids the situation where the out-of-control vehicle's energy cannot be released in time, causing it to break free from the support plate 2. 2. When it occurs at night, since there is almost no light in the external environment, the light intensity shining on the photoresistor 7 inside the roller 4 hardly changes as the roller 4 rotates, so its resistance does not fluctuate significantly (because it is always in a relatively dark state, the resistance of the photoresistor 7 is relatively large, so the current in the circuit is relatively small). As a result, the damping force applied to the skid frame 1 is relatively small (making it easier for the skid frame 1 to slide relative to the road surface), thereby reducing the probability of the out-of-control vehicle breaking free from the skid frame 1. However, because the damping force on the skid frame 1 is small, it is not possible to stop the out-of-control vehicle and the skid frame 1 in the shortest possible distance (compared to daytime, the skid frame 1 may slide too far along the maintenance section). The farther the distance along the maintenance section, the greater the probability of an accident and uncontrollable event. Overall, its final effect is slightly lower than during the day. Based on the above, the device can be installed on road sections with high traffic volume during the day (where the probability of vehicles intruding into maintenance sections is higher) and low traffic volume at night (where the probability of vehicles intruding into maintenance sections is lower), thus fully leveraging the advantages of the device.

[0013] Example 6, based on Example 3, such as Figure 4 As shown in the illustration, this embodiment provides a specific structure for a connection component, as follows: The system includes telescopic rods 22 (electric rods powered by photovoltaic modules) that are slidably installed on both sides of the drive ring 8. A socket 23 is provided on the roller 4 to engage with the telescopic end of the telescopic rod 22. A collision sensor (used to detect whether a vehicle collides with the load-bearing plate 2) is installed on the support plate 2 and connected to a microcontroller. In normal operation, the telescopic end of the telescopic rod 22 is inserted into the corresponding socket 23, thereby achieving the connection between the drive ring 8 and the roller 4 (at this time, power transmission between the drive ring 8 and the roller 4 can be realized). When a vehicle hits the support plate 2, the microcontroller controls the telescopic rod 22 to retract, causing one of its telescopic ends to exit from the insertion hole 23, thus disconnecting the roller 4 from the drive ring 8 (in a free state). As a result, when the support plate 2 comes into contact with the abutment part 3 under the impact of the vehicle and the vehicle rushes onto the support plate 2, the roller 4 is caused to rotate rapidly under the action of the out-of-control vehicle wheels.

[0014] Example 7, based on Example 6, provides a specific structure for a drive component to drive a water spray component to achieve water spraying maintenance, as follows: like Figure 4As shown, in this embodiment, the ends of several sliding cavities 10 away from their corresponding drive rings 8 are sealed, and each sealed end is connected to an air passage 26 built into the bearing plate 2 (the other end of the sliding cavity 10 is connected to the outside). The air passage 26 is connected to an external gas component via a hose, and the gas component is connected to the water spray component. In this solution, both the water spray component and the gas component are located on one side of the road (in a position that does not obstruct vehicle traffic). In the specific implementation of this embodiment, the process is as follows: As morning arrives and sunlight gradually intensifies (at this time, the magnetic repulsion between the first electromagnet 12 and the first permanent magnet 14 increases), the valve plate 11 moves within the sliding cavity 10 towards the corresponding drive ring 8 (through the cooperation of the connecting rod 6, the drive ring 8 is rotated and the first torsion spring 9 stores energy). This allows the gas in the gas assembly to be drawn into the corresponding sliding cavity 10 via the hose and air passage 26. As the gas in the gas assembly moves, it drives the water spraying assembly to spray water, thereby achieving the effect of water spraying and curing the concrete pavement layer. As evening approaches and the sunlight gradually weakens (at this time, the magnetic repulsion between the first electromagnet 12 and the first permanent magnet 14 decreases), the drive ring 8, under the action of the first torsion spring 9, drives the valve plate 11 to move away from the drive ring 8 in the slide cavity 10 through the connecting rod 6. That is, the gas originally drawn into the slide cavity 10 is transported back to the gas assembly. As the gas moves in the gas assembly, the water spray assembly sprays water again. This allows for water spraying onto the concrete pavement layer in the morning and evening to achieve the desired curing effect, and the entire process requires no manual operation, saving labor costs.

[0015] Example 8, based on Example 7, such as Figure 8 As shown in the figure, this embodiment provides a specific structure for a gas assembly and a water spray assembly, as follows: The water spray assembly includes a water tank 28 installed on one side of the road (in a position that does not affect vehicle traffic), with a driven piston 29 inside the water tank 28. An air cylinder 38 is located on one side of the water tank 28, with an active piston 39 inside the air cylinder 38. The active piston 39 and the driven piston 29 are connected by a rod. One end of the air cylinder 38 has a port C, which is connected to an air passage 26 via a hose. The end of the air cylinder 38 facing the water tank 28 is connected to the outside. A first one-way valve 30 and a second one-way valve 31 are provided on both sides of the water tank 28. The two first one-way valves 30 are connected to a spray pipe 27, and the two second one-way valves 31 are connected to a water source (which can be a water storage tank installed on the roadside). Note: The first one-way valves 30 and second one-way valves 31 located on the same side of the water tank 28 have opposite conduction directions. In this embodiment, the specific implementation process is as follows: When the valve plate 11 moves within the sliding cavity 10 and sends the gas from the sliding cavity 10 into the air cylinder 38 through port c, it forces the active piston 39 to move towards the water tank 28 within the air cylinder 38, thereby synchronously driving the driven piston 29 to move. This allows water in the space to the right of the driven piston 29 to be transported to the nozzle via the first one-way valve 30 located on the right side of the water tank 28, and then sprayed outwards through the nozzle 27. (Simultaneously, as the driven piston moves to the right, water in the storage tank is pumped into the space to the left of the driven piston 29 via the second one-way valve 31 located on the left side of the water tank 28, completing the water replenishment process.) The water flow path during the above process is as follows: Figure 8 The thinner arrow points to; When the valve plate 11 moves in the opposite direction within the sliding cavity 10, and the gas originally delivered to the air cylinder 38 is drawn back into the sliding cavities 10 through port c, the active piston 39 moves away from the water tank 28 under the action of external atmospheric pressure. As the driven piston 29 moves, water in the space to the left of the driven piston 29 is delivered to the spray nozzle 27 via the first one-way valve 30 on the left side of the water tank 28 and sprayed through the nozzle. (Simultaneously, as the driven piston 29 moves to the left, water in the storage tank is drawn into the space to the right of the driven piston 29 via the second one-way valve 31 located on the right side of the water tank 28, completing the water replenishment process.) The water path during the above process is as follows: Figure 8 The thicker arrow points to; The above two processes are carried out simultaneously with the adjustment of the warning zone 5 on the surface of roller 4 during the morning and evening periods of the day, such as... Figure 9 As shown, this embodiment provides a method for setting up spray pipes. First, several spray pipes (with spray holes) are laid at intervals along the road extension direction on the concrete pavement layer. Then, protective pads (moisturizing pads, such as cotton pads) are covered on the spray pipes. Note: Half of the spray pipes are connected to the first one-way valve 30 located on the left side of the water tank 28, and the other half of the spray pipes are connected to the first one-way valve 30 located on the right side of the water tank 28 (the above two parts of the spray pipes should be arranged alternately). This allows a certain amount of water to be sprayed onto the concrete pavement layer through several spray pipes when the driven piston 29 moves in the water tank 28. Under the action of the moisturizing pads, the sprayed water can be locked in the concrete pavement layer (to prevent evaporation). Since road maintenance follows an alternating interval approach (to minimize the impact on the traffic network), the road sections being maintained will not be very long. Therefore, the water tanks 28 and water storage cylinders installed on the roadside do not need to be very large; just enough to meet the usage requirements. like Figure 8As shown, when the valve plate 11 moves in the slide cavity 10 and draws the gas originally delivered to the air cylinder 38 back into the slide cavity 10, in order to enable the active piston 39 to move more smoothly in the air cylinder 38, a spring can be set between the active piston 39 and the air cylinder 38 (to assist the movement of the active piston 39).

[0016] This document provides a specific structure for a positioning component, such as... Figure 2 As shown, a downward pressure column 33 is vertically slidably installed inside the sliding frame 1 and elastically connected to it, and a positioning column 32 is vertically slidably installed inside the bottom wall of the slide rail 18 and elastically connected to it. In the initial state, the positioning column 32 extends upward into the sliding frame 1 under the action of the spring and abuts against the bottom end of the downward pressure column 33, as shown. Figure 2 As shown in the enlarged view, a downwardly extending downward plate 34 is integrally provided on the end of the downward pressure column 33 facing the abutment part 3. When the bearing plate 2 changes from a vertical state to a horizontal state (contacting the abutment part 3) under the impact of the vehicle, the downward pressure plate 34 drives the downward pressure column 33 to move downward simultaneously under the downward pressure of the bearing plate 2, thereby forcing the positioning column 32 to exit from the sliding frame 1. When the positioning column 32 exits from the sliding frame 1, the sliding frame 1 is no longer positioned and can slide along the slide rail 18.

[0017] Example 9, based on Example 1, makes further improvements as follows: Because different vehicles have different body lengths, when a shorter vehicle (such as an A or B class car) hits the load-bearing plate 2 and rolls onto it, its body can remain completely on the load-bearing plate 2. However, for some relatively longer vehicles (such as a C class car), the front part of the vehicle may remain on the load-bearing plate 2 while the rear part remains on the road surface. (In this case, as the vehicle slides along the road surface with the skid frame 1, the rear part will also run over the cured concrete pavement layer.) In view of this, this solution is further improved (to achieve the ability to stop more types of vehicles), as follows: like Figure 1 As shown, support plates 25 are slidably installed on the inner sidewalls of both ends of the sliding frame 1, with the lower end face of the support plate 25 and the road surface spaced at a certain distance. Each support plate 25 is provided with several auxiliary cylinders 24 rotatably mounted thereto, and a toothed system is provided on the upper surface of the support plate 25. Figure 1 , 2 As shown, gears that mesh with the gear system are fixed at both ends of the bottom of the bearing plate 2 and are coaxial with the rotatable mounting position of the sliding frame 1. When the bearing plate 2 rotates under the impact of a vehicle, the gears and gear system work together to synchronously drive the support plate 25, which was originally in a retracted state, to gradually extend outward (the process is described in detail below). Figure 3As shown), the outward-extending support plate 25 can support the rear of the vehicle to prevent the rear of the vehicle from rolling onto the concrete pavement layer as the skid frame 1 slides. A ramp is provided at the head of the support plate 25 so that the rear wheels of the out-of-control vehicle can better travel onto the support plate 25. A spring is connected between the support plate 25 and the skid frame 1. When the support plate 2 rotates relative to the skid frame 1, it simultaneously drives the support plate 25 to extend and stretches the spring. This process can also further consume the energy of the out-of-control vehicle. Additionally, a photoresistor can also be installed inside the auxiliary cylinder 24 rotatably mounted on the support plate 25, and light-shielding components are also provided on both sides of the photoresistor. However, the photoresistor is fixedly installed inside the auxiliary cylinder 24 and located on the inner side of the area enclosed by the two light-shielding components. The auxiliary cylinder 24 is also made of transparent material, while the support plate 25 is made of opaque material. An electromagnet (powered by the photovoltaic module) is also provided inside the support plate 25 and is electrically connected to the photoresistor (the structure inside the auxiliary cylinder 24 is not shown in the figure; refer to the arrangement inside the roller 4). Thus, when a long vehicle loses control and crashes onto the support plate 2, its rear end will be supported by the two outwardly extending support plates 25 (e.g., Figure 3 (As shown in the right-hand view), and the rear wheels interact with the auxiliary cylinder 24 mounted on the support plate 25, causing the auxiliary cylinder 24 to rotate. During the rapid rotation of the auxiliary cylinder 24, the current in the electromagnet circuit can be adjusted alternately at intervals (similar to the adjustment method of several rollers 4). When the out-of-control vehicle drives the sliding frame 1 to slide along the slide rail 18 (as shown in the right-hand view), the current in the electromagnet circuit can be adjusted alternately at intervals (similar to the adjustment method of several rollers 4). Figure 3 As shown in the right-side view, the electromagnet located in the support plate 25 will also generate a phased alternating magnetic attraction force with the magnetic conductor 19 located at the bottom of the slide rail 18, thereby adjusting the damping force when the sliding frame 1 slides forward. It is worth noting that the position of the electromagnet in the auxiliary cylinder 24 should be as high as possible above the slide rail 18 so that the positions of the electromagnet and the magnetic conductor 19 in the slide rail 18 correspond (to achieve better magnetic attraction).

[0018] The above is merely for illustrating the present invention. It should be understood that the present invention is not limited to the above embodiments, and various modifications that conform to the spirit of the present invention are within the protection scope of the present invention.

Claims

1. Highway construction and maintenance equipment with warning function, characterized in that, The slide frame (1) is slidably installed on one end of the road surface and is equipped with a positioning component on the road surface. A bearing plate (2) is rotatably installed on one side of the slide frame (1) and an abutment part (3) that cooperates with the bearing plate (2) is provided on the other side of the slide frame (1). When the bearing plate (2) and the abutment part (3) abut against each other, the positioning component releases the positioning of the slide frame (1). The bearing plate (2) is provided with a number of rollers (4) that are rotatably mounted thereon, and two warning areas (5) are provided adjacent to each other on the outer wall of the rollers (4). One of the warning areas (5) has a reflective layer on its surface. The rollers (4) are connected to a drive assembly located in the sliding frame (1), and the drive assembly drives the rollers (4) to rotate so as to display different warning areas (5). The drive assembly is connected to a water spray assembly, and the water spray assembly is connected to a spray pipe (27) arranged along the road surface extension direction. A photoresistor (7) is slidably installed in the roller (4) along its radial direction and is elastically connected to it. A light shield (37) is provided in the roller (4) on both sides of the photoresistor (7). A damping component is provided in the sliding frame (1) and the road surface sliding installation part. The photoresistor (7) is connected to the electrical circuits of the drive component and the damping component respectively. When the roller (4) rotates rapidly, the photoresistor (7) is connected to the damping component, and vice versa. The drive assembly and damping assembly are both connected to external photovoltaic modules. The roller (4) is made of transparent material. The top of the bearing plate (2) is connected to an energy storage assembly located on the upper end of the sliding frame (1).

2. The highway construction and maintenance equipment with warning function according to claim 1, characterized in that, The drive assembly includes a drive ring (8) disposed in the bearing plate (2) and spaced coaxially with the roller (4) shaft. The drive ring (8) is connected to a first torsion spring (9) disposed in the bearing plate (2) on the side away from the roller (4), and a connecting assembly is provided on the side of the drive ring (8) facing the roller (4). The connecting assembly realizes the connection between the roller (4) and the drive ring (8). The drive ring (8) is connected to a power component located inside the support plate (2).

3. The highway construction and maintenance equipment with warning function according to claim 2, characterized in that, The power assembly includes a sliding cavity (10) disposed in the bearing plate (2) and a valve plate (11) disposed in the sliding cavity (10). The valve plate (11) is connected to the drive ring (8) via a connecting rod assembly. The drive component electrical circuit includes a first electromagnet (12) disposed in the slide cavity (10) and the first electromagnet (12) is connected to a first contact (13) that cooperates with the photoresistor (7). The valve plate (11) is provided with a first permanent magnet (14) and the slide cavities (10) located on both sides of the valve plate (11) are provided with blocks (15).

4. The highway construction and maintenance equipment with warning function according to claim 1, characterized in that, The energy storage component includes a barrier roller (16) rotatably mounted on the top of the sliding frame (1) and a barrier net (17) wound on the barrier roller (16). A second torsion spring is provided between the barrier roller (16) and the sliding frame (1), and one free end of the barrier net (17) is connected to the top of the support plate (2). The barrier net (17) is made of high-strength nylon material.

5. The highway construction and maintenance equipment with warning function according to claim 1, characterized in that, The road surface is provided with a slide rail (18) that slides in cooperation with the sliding frame (1). The damping component includes a magnetic conductor (19) located at the bottom of the slide rail (18) and a second electromagnet (20) is provided inside the sliding frame (1). The second electromagnet (20) is connected to a second contact (21) that cooperates with the photoresistor (7).

6. The highway construction and maintenance equipment with warning function according to claim 3, characterized in that, The connecting assembly includes a telescopic rod (22) slidably mounted in the drive ring (8), and the roller (4) is provided with an insertion hole (23) that cooperates with the telescopic rod (22) at one of its retractable ends, and the telescopic rod (22) is connected to a microcontroller.

7. The highway construction and maintenance equipment with warning function according to claim 6, characterized in that, Several of the sliding cavities (10) are sealed away from the corresponding drive ring (8) and are connected to an air passage (26) built into the support plate (2). The air passage (26) is connected to a gas component placed in the outside and the gas component is connected to the water spray component.

8. The highway construction and maintenance equipment with warning function according to claim 7, characterized in that, The water spray assembly includes a water tank (28) and a driven piston (29) is provided inside the water tank (28). The two ends of the water tank (28) are connected to the spray pipe (27) via a first one-way valve (30) respectively. The two ends of the water tank (28) are connected to a water source via a second one-way valve (31) respectively. The driven piston (29) is driven by a gas assembly.

9. The highway construction and maintenance equipment with warning function according to claim 1, characterized in that, The sliding frame (1) has support plates (25) slidably installed on both sides of its bottom, and the support plates (25) are elastically connected to the sliding frame (1). The support plates (25) are driven by the bearing plate (2). Several auxiliary cylinders (24) are rotatably mounted on the support plate (25), and a ramp is provided at one end of the head of the support plate (25).

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